Cessna 150 accident near Bridgewater, Massachusetts, August 9, 2000
On August 9, 2000 at about 4:10 pm local time, a Cessna 150, registered N51181, was substantially damaged in an accident near Bridgewater, Massachusetts (Manfield Municipal). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The mechanic's inadequate annual inspection, which resulted in a departure with fuel contamination. A factor was the pilot-in-command's inadequate preflight inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 9, 2000 · about 4:10 pm local time
- Place
- Bridgewater, Massachusetts · Manfield Municipal
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 150 · all 150s on the register
- Registration
- N51181 · no longer on the register · serial 15069822
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Prior to the annual inspection, the airplane had not flown for approximately 3 years, and the fuel tanks were left half-full. During the annual inspection, the mechanic checked the main fuel strainer, and did not observe any contamination. After the inspection, the mechanic completely filled the fuel tanks, but the engine would not start. He then drained the tanks and refueled them; however, he did not recheck the main fuel strainer. The pilot-in-command stated that he sumped the fuel tanks during the preflight inspection, and found some water. He kept sumping the tanks until he could not see any water. About 20 minutes after departure, the engine lost all power, and the pilot-in-command performed a forced landing to a field. During the landing in high grass, the airplane struck a ditch and came to rest inverted. Examination of the wreckage by a Federal Aviation Administration inspector revealed that the fuel was contaminated with water and debris.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 3,562 hours in all; 2,440 in this make and model; 90 in the last 90 days; 36 in the last 30 days; 3,340 as pilot in command; 3,278 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,906 hours
- Last inspection: annual inspection, August 8, 2000; 1 hours since
- Maximum gross weight: 1,600 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental O-200 (piston); 0 hours total
The flight
- Departed from: 1B9 Mansfield MA at 3:30 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 240° at 12 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 3:53 pm from OWD, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.